Locomotive-brake.



H.'A. HOKE.

LOCOMOTIVE BRAKE.

APPLICATION FILED MAR. 14. 1918.

1 ,272,044. Patented July 9, 1918.

2 SHEETS-SHEET I.

H. A. HOKE.

LOCOMOTIVE BRAKE. APPLICATION FILED MAR-.14, 191B 1 ,272,Q4. Patented July 9, 1918.

2 SHEETS-SHEET 2.

W MZ

srArns PATENT Hearty *VALHOKE, -01 ALTOONAyPENNSYLVANIA. I

FREE

To all, whom it may concern Bev it knovvn thatl, HARRY A, 11%I @KE, a citizen of theUnitedStatesof America, nesiding n Altoona; in the county of Blair,

in the State" of Pennsylvania,- have invented certain new and inseful lmprovements in t vpe oflocomotives now in use it is impos sible, on, account ofcthe sine of the brake cylinders and-frame strength considerations to n onntfl the twov brake cylinders si'dejby side. To overcome these diflicn-lties I have heretofore devised an arrangement ior which Letters Patent No. l,099,922f were granted n ejJnne loth, 1914 in :vvhich two cylinders are arranged onevvithjts axis vertical and the otherwithits axis horizontal. This arr n m nt hi p ovi ;ge e a l -sat fi story in extensive use, is. gopen to; theohjecan tha the hor zon ly SPOS-QQ- c l nde and piston partsiwear more-rapidly than do the vertical cylinder and; piston parts,

The general object o of the present Y invention lis to avoid the above mentioned diifi cnltiesg lay providing a simple and effective arrangement-in which; a plurality of brake cylinders may all bevertically disposed 011 a locomotive with, their ages in, orgloselyad jacent t0 the central longitudinal vertical plane of the locomotive. Thenovel features of construction and arnangeinent Ivvhich characterizefin y invention are pointed out with particularity in the claims annexed to and forming a part ofythis specification.

For a, better understanding of. the invention, however, and the advantages possessed by it, reference should be hadto theaccompanyi s dan w a a d- Y desc i mat i which 51 have illustrated {and described a preferred embodimentfof y invention.

0f the.drawings; I :Fign-re 1 15 a somewhat d agi'aminat cplan I Speeificationiof Lettersvratent. ?atented July 9 1918; n l i atl u meat n14,leis. SerialNo.222,284. I

or articulated type of l0con 10tive,'which is eqnlpped with my improvement. a Fig. Qis a somewhat diagrammatic elevationof the locomotive sectioinshown in i -.1: T

Fig. 3 is a somewhat diagralnniatic plan of the rear section of the locomotive shown in part in Figs. land 2. f Fig. 4 is ausomewhat diagrammatic elevation'of the loconiotive sectionjshownin Fits- 'liig. 5 is asection taken on the line 55 of Fig. 3 ,With parts broken away'and rem ed v a Fig. 5 is i a Y a ig. 6'is a partial front end elevation of the locomotive sect on shown in "Figs. ;1, and 2', withthe -sidefraines in section.

While the invention is not limited to use in a locomotive of the Mallet typeyit is of espeeialvalue when so used, and I-have accordinglyillustrated its 'use in connection with 'such .a locomotive. [The front'section of the locomotive shown in Figs. 1 and 2 comprises the usnalside frames A. and driver elernents 13', B B and 13 each consisting of apair of driver Wheels and their conin'ion a section .on' the line 5 5* of axle. The drivers are n'ounted in thesid:

ltiniomotive" v fra nes. in the, usnal manner, details of the inonnting being omitted fr oin the drawings. @The brakes -for the drivers BTa ad {are Qp m ed by th i kee ly m jdenGQm'hich issecnred inid m bcti een the si de framesA A with its axis vertical',' and with its 7 piston stem 10 projecting throngh th ewe n Qf the. ilinde zan li kflclon? 'ne c t'ed to the 10119; arms of twotene n o oiooker z-l vo .1) whic t rl abo t t axis Qfaa-,$haf 1E1; he' 'i i' i iend mo nt in, the side rfranies. The {long arms jfo-fl the be omnk' QC levers .1 a e bette ,ofi ti t pe mi e r l l nds toapp oao the-l ngit dina e ti al Plan o n w omtiv ama the; we o thelj yl n erl i i lo ate Whil se 10W iig fh b:p rt oi o th e er t i'ib n ti wer s hateaeh is located adjacent the corresponding side :i 'rame A; {This greduces the diameter vhich it is necessary togive. thelsha it E in or der to secnrethe desired strength and. stiffness.

Il a hor arm i t eoh ev e- 5 o ne te v.123 s renk P n 2 to thel'f m 1 1 ni e tween; twee a as its rear end to the middle portionof a corresponding short equalizing bar .G lying a short distance 111 front; of the brake beam 1 l for the front pair of drivers B. The outer ends of the two equalizing bars G". are connected by a corresponding pair of links H to the brake beam I. The lnner ends of the equalizing bars G are connected by links L to the opposite ends of a short equahzmg bar M located back of the brake beam I". The center of theequalizing bar M is connect-ed by a link N to the center of the brake beam I for the second pair of drivers B The brake heads J are pivotally suspended from the side frames, and the brake rigging thereby supported, by means of swinging links K" and K It will be apparent to those skills/din the art that'the means for operating the brake D-, E, F vG, H, 1 ,1 J, K and K cor responding exactly with the: parts G, D, E,

rye, H, I, L, M, N, 1 1 J, K and in,

except that for structural reasons: the shape and proportions of some parts have been changed slightly, and that it is convenient to arrange the axisof the brake cylinder C with its axis very slightly inclined tovthe e5 vertical; a l g V The rear section of the locomotives shown in Figs. 3 and 4' comprises side frames A and pairs of drivers B B, B and B? mounted therein. The brake beams 1 and I for the drivers B and B are operated by a vertically disposed cylinder C andthe brake beams I and I are operated by a cylinder Cf, by intervening brake rigging practically identical with that through which cylinders C and C operate the brake beams I andlfiand I and 11* respectively,

except'in the respects noted in the following paragraph.'

On account of the-location ofthe fire box (not shown) on therear section of theloco- ;motive, it is a practically desirable] to locate the brake cylinder C*' in front of instead of therearof the drivers B'.. This involves an elongationof the links or connecting rods connecting theshort arms'of the bell crank levers D to "the short equalizing barsT'G immediately infront of and connected to the brake beam 1', and the division of each v of these rodsinto two sections F and F, "which are pivotally connected together at their adjacent ends and *are supported "at itli'eir point offjconnection from the loco-e motiveiframeby a coi'respondin swinging {a fl k' K The location ofjthe bra jeeylinder 0} iii ofthe drivers n anomalies it respondinguse ofother, features. r

l Havn'ig'now described myinvent on, what V V necessary to change the'linkage connecting the brake beams I and 1 to the cylinder C from that employed to connect the brake beams I and I to the cylinder C. change involves connecting the links H to the inner ends of the equalizing bars G,'1n front of the brake beam 1 and connecting the outer ends of these equalizing bars G by links L elongated for the purpose to the opposite ends of an equalizing bar .M,

This

which ispivotally'connected directly to the a brake beam I. As shown, the equalizing bar M is formed of two similar parts mounted one above and one below the brake beam'I, and pivotally connected thereto by a stud or pivot pin O'passing through the beam 1. The ends of the two parts of the equalizing bar M are connected together by posts'O", which pass through openings 1 formed for the purpose; in the brake beam I These openings are elongated sufficiently toppermit all necessary relative angular movement'of the brake beam 1 and the compoundequalizingbar M In effect my invention in its broader aspects consists inprovidinga separate brake mechanism con.- sisting of a vertically disposed cylinder and suitable equalizing connections for the two brake beams of each of a "plurality of pairs 'offdriver elements. By doing this, I

am enabled to obtain ample braking power with a single and effective transmission to the driver wheels of a heavy locomotive in which the space available for the disposition "of the brake actuating mechanism is much restrictedg. V

While in accordance with the provisions of the statutes 1 have illustrated and de-' scribed the best embodiments of my inventionnow' knowntome, it will be apparent toJ-those skilled in the art that 7 changes may be made in; the form,prop'ortion and relative arrangement of partswithout de parting from the spirit of the invention as set {forth in theappended claims, and that certain features ofthe invention may somel a cor times be used with advantage without I "claim as new and desire tO secure by Letters Patent, is: I

' 1; Ina locomotlve thec0mbination with the "frame and a plurality of pairs of drivers, of

a brake mechanism for applying' a braking forceto two :of said uses drivers, comprising a vertically disposed'brake cylnder, abrakc lever shaft having its ends mounted in the side frames, a pair of hell "crank levers I mounted on said shaft, {and v having their hub portions adjacent the side frames, and ieach "having an. arm [bent or, offset to' bring its'free en d' intoi proiiimi'ty to. the. axis of the brakefcylinjde'r piston and l cenn ectedto the latteigja pairfof' brake bea'msfone for each of 's'aid wa -passer V so -5:

drivers and equalizing connections between said brake beams and rock levers.

2. In a locomotive, the combination with the locomotives side frames and a plurality of pairs of driver elements, of a separate brake mechanism for each pair of driver elements comprising a centrally disposed vertical brake cylinder, a transverse brake lever shaft having its ends mounted in the side frames, a pair of bell crank levers mounted on said shaft, and having their hub portion adjacent the side frames, and each having an arm bent oroifset to bring its free end into proximity to the axis of the brake cylinder piston and connected to the latter, a pair of brake beams, one for each driver element, and equalizing connections between each of said brake beams and the other arms of said levers.

3. In a locomotive, the combination with the locomotive side frames and a pair of driver elements, of a brake mechanism for applying a braking force to said pair of driving elements comprising a centrally disposed vertical brake cylinder, a brake lever shaft having its ends mounted in the side frames, a pair of bell crank levers mounted on said shaft, and having their hub portions adjacent the side frames, and having arms bent or offset to bring their free ends in proximity to the axis of the brake cylinder piston and connected to the latter, pull rods connected to the second arms of the bell crank levers, a pair of equalizing bars pivotally connected between their ends one to each of said pull rods, a-brake beam for one of said driver elements to which one end of each of said equalizing bars is link connected,links connecting the opposite ends of the equalizing bar to a third equalizing bar, and a brake beam for the second driver element pivotally connected to the last mentioned equalizing bar.

4. In a locomotive, the combination with the locomotive side frames and a pair of driver elements, of a brake mechanism for applying a braking force to said pairs of driver elements, comprising a centrally disposed vertical brake cylinder, a brake lever shaft having its ends mounted in said side frames, a pair of bell crank levers mounted on said shaft, and having their hub portions adjacent the side frames, and each having a long arm bent or offset to bring its free end into proximity to the axis of the brake cylinder piston and connected to the latter, a pull rod connected to the other arm of each bell crank lever, a pair of equalizing bars pivotally connected between their ends one to each of said pull rods, a brake beam for one of said driver elements to which one end of each of said equalizing bars is link connected, links connecting the opposite ends of the equalizing bar to a third equalizing bar, and a brake beam for the second driver element pivotally connected at its center to the center of the last mentioned equalizing bar, the latter being formed of two parts, one located above and one located below the brake beam to which it is pivotally connected, and being connected to the latter by a stud Or pivot pin passing through the beam and the two parts of the equalizing bar, said beam being transversely slotted adjacent the ends of the equalizing bar parts, and posts connecting the ends of the two equalizing bar parts passing through said slots.

HARRY A. HOKE.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0. 

